Trainline arrangement for long length railway cars



May 27, 1969 B. s. TERLECKY TRAINLINE ARRANGEMENT FOR LONG LENGTHRAILWAY CARS Sheet of 3 Filed May 8. 1967 mvENToR. BORIS S. TERLECKYATTORNEY May 27, 1969 B. s. TERLEcKY 3,446,364

TRAINLINE ARRANGEMENT FOR LONG LENGTH RAILWAY CARS Sheet Filed May 8,1967 May 27, 1969 B. s. TERLECKY TRAINLINE ARRANGEMENT FOR LONG LENGTHRAILWAY CARS sheet cfs Filed May 8, 1967 3,446 364 TRAENLINE ARRANGEMENTrok LONG LENGTH RAtLwAY CARS ABSTRACT F THE DISCLOSURE A trainlinearrangement having an end portion extending from an angle cock mountedon the end of the car to a position beneath the center sill and thenceoutwardly beneath the coupler carrier and coupler shank to the coupler.Cushion means having a relatively long travel of around at least ten(l0) inches are operatively connected to the coupler shank forcushioning buff forces, and means connect the cushion means to thetrainline end portion for longitudinal movement of the end portion withthe cushion means and the coupler. The trainline end portion issupported beneath the center sill for movement with the coupler relativeto the underframe upon impact forces being exerted against the couplerand a cushioned travel of the cushion means. The angle cock is mountedbeneath the adjacent end sill along one side thereof in order to oeeasily accessible for operation.

Background and description of the invention With long length flat cars,the coupling of adjacent cars on curves sometimes results in theadjacent couplers being offset laterally and bypassing each other. It`has been common theretofore to mount the trainline adjacent a side ofthe coupler and upon a bypassing of adjacent couplers the trainline ortrainline connections, including the angle cock, have sometimes beendamaged or rendered inoperative.

The present invention is directed to a trainline arrangement in whichthe angle cock is positioned beneath an end sill and the adjacent endportion of the trainline is mounted beneath the coupler carrier andcoupler shank. With the trainline mounted in such a manner, the lateralbypassing of couplers will not usually damage the trainline. Thisarrangement is particularly adaptable for use with cushioned railwaycars in which the couplers move longitudinally relative to the car bodyor underframe a distance of around twelve inches or more upon impactforces being exerted against the coupler. The supporting means for theend portion of the trainline permits the end portion to move with theyoke and coupler upon such relative lon gitudinal travel.

Briefly described, this invention comprises a trainline arrangementincluding an intermediate trainline portion extending between the endsof the car and terminating in an angle cock xed beneath an end sillalong a side of the railway car, and a trainline end portion at each endof the car which extends from the angle cock to a position beneath acoupler carrier and thence outwardly beneath the coupler shank. Thetrainline end portion is mounted for sliding longitudinal movement withthe coupler relative to the car body upon impact forces being exertedagainst the coupler, and means beneath the coupler carrier and centersill structure support the end portion for such relative movement.

The invention accordingly comprises the constructions hereinafterdescribed, the scope of the invention being indicated in the followingclaims.

In the accompanying drawings in which one of various possibleembodiments of the invention is illustrated;

FICC

FIGURE 1 is a partial top plan of a railway flat car, partly schematic,and illustrating the trainline arrangement adjacent the end ofthe car;

FIGURE 2 is a side elevation, partly schematic, of the trainlinearrangement illustrated in FIGURE 1;

FIGURE 3 is a partial front elevation of the at car shown in FIGURES 1and 2, the coupler shank being illustrated in section;

FIGURE 4 is a section taken generally along line 1*4 of FIGURE 1 andshowing the coupler and cushioning structure in neutral position; and

FIGURE 5 is a section similar to FIGURE 4 but illustrating the couplerand cushioning structure in a substantially full butt position.

Corresponding reference characters indicate corresponding partsthroughout the several views of the drawings.

Referring now to the drawings for a better understanding of thisinvention, a relatively long length flat car is illustrated and has anunderframe or car body formed of stringers 12, a center sill structure14, a pair of side sills 16, and an end sill 18 adjacent each endextending between side sills 16. Center sill structure 14 is generallyhat-shaped having an upper web 20, lower flanges 21, and an open outerformed by flared sides 22. A lower cover plate 24 is secured betweenlower flanges 21 and has a longitudinal slot 26 thereon as will beexplained. A box-shaped frame generally designated 28 extends about theopen outer end of center sill structure 14 and includes a lower Z-shapedmember 30. A coupler carrier 32 is mounted at 34 for pivotal movementabout a horizontal axis. Lugs 36 on the underside of carrier 32 receivethe ends of rods 38 which extend through aligned openings in Z-shapedmember 30. Springs 40 are biased between Z-member 30 and collars 42tixed to rods 38 to urge carrier 32 upwardly.

Mounted within frame 28 and the open outer end of center sill structure14 is a coupler 44 having a coupler shank 46 supported on couplercarrier 32. A yoke 4S is pivotally connected at 50 to the coupler shank46. A rubber draft gear structure generally indicated S2 is housedwithin yoke 48. A hydraulic cushioning unit generally indicated 54 ispositioned adjacent the rear end of yoke 48. Cushioning unit S4 is ofthe oleopneumatic type and includes an outer cylinder 55 and an innercylinder 56. A metering pin 57 is mounted within outer cylinder 55 and alloating piston 58 is mounted within inner cylinder 56. The front endcap 60l on inner cylinder 56 forms the rear follower block of draft gear52 with inner cylinder 56 extending through a suitable opening in yoke48. Thus, a combination `rubber draft gear S2 and hydraulic cushioningunit 54 are employed for cushioning buff and draft forces. For furtherdetails of hydraulic cushioning unit 54, reference is made to U.S.Patent No. 2,994,442, issued Aug. l, 1961, the entire disclosure ofwhich is incorporated by this reference.

In accordance with this invention, the underframe has a trainlinearrangement generally designated 62. Trainline 62 includes anintermediate portion 64 which comprises a metallic pipe fixed to theunderframe by suitable connections and extending the length of the car.Connected adjacent each end of intermediate portion 64 is an angle cock66 which may be actuated by a suitable handle. As shown in FIGURE' 3, aclamp `68 is secured to the adjacent end sill 18 for mounting angle cock66 and the adjacent end of intermediate portion 64 beneath end sill 18adjacent a side of the railway car. Extending from angle cock 66 is atrainline end portion generally designated 70 comprising a flexible hose72 immediately adjacent angle cock 66, a bent metal end pipe portion 74,a tlexible end air hose 76, and a releasable connection 77 adapted to beconnected to a similar releasable connection on an adjacent car. A chain'78 supports air hose 72 from a Stringer 12. A chain 80 between hose 76and coupler 44 supports hose 76 and connection 77 when the air hose 76is disconnected from a mating air hose on an adjacent car.

Suspending trainline end portion 70 for sliding movement with coupler 44upon impact forces being exerted against the coupler is a guide rod 82.Guide rod 82 is secured between bracket 84 on the underside of couplercarrier 32 and a clip 86 on sill cover plate 24. A support clamp 88secured to end pipe portion 74 is mounted on guide rod 82 for slidingmovement therealong upon the exertion of impact forces against coupler44. To hold the forward section of bent pipe portion 74 in longitudinalalignment with the railway car upon sliding movement thereof, anadditional guide 90 is secured to end portion 74 adjacent clamp S8 andextends longitudinally of the car. The rear end of guide 90 is securedto a bracket 92 which extends upwardly within slot 26 o'f lower coverplate 24 and is secured to yoke 4-8. Thus, movement of yoke 48 effectsmovement of bracket 92, guide 90 and trainline end portion 70 asillustrated in FIGURE 5 with clamp y38 riding along guide rod 82.Flexible hose 76 of the trainline end portion permits a lateral swingingof coupler 44 relative to rigid pipe portion 74 and could permit alimited longitudinal movement of coupler 44.

As end portion 70 extends outwardly of car 10 only beneath the coupler44, the bypassing of adjacent couplers upon an attempted coupling willnot damage the trainline arrangement. Angle cock 66 is positionedbeneath or closely adjacent end sill 18 where it is easily accessibleand not subject to damage upon such bypassing. The present trainlinearrangement is particularly adapted for a cushioned railway car `havinga cushioned travel relative to the underframe of around twelve inches ormore and is easily mounted beneath a pivoted coupler carrier.

In view of the above, it will be seen that the several objects of theinvention are achieved and other advantageous results attained.

As various changes could be made in the above constructions withoutdeparting from the scope o'f the invention, it is intended that allmatter contained in the above description or shown in the accompanyingdrawings shall be interpreted as illustrative and not in a limitingsense.

What is claimed is:

1. In a railway car having an underframe including a center sillstructure with an open outer end, a coupler mounted within the openouter end and movable a substantial distance relative to the underframeupon impact loads being exerted against the coupler, cushion meansconnected to the coupler for cushioning impact loads, and a couplercarrier supporting the coupler shank; a trainline extending from one endof the car to the other, said trainline including an intermediateportion extending between the ends of the car and an end portionextending from the intermediate portion to the coupler, an angle cockrigidly mounted on the underframe adjacent the end of the car andpositioned adjacent an end of said intermediate portion, said endportion including a -tlexible section adjacent the angle cock and arigid section extending from the liexible section, said rigid sectionextending to a position generally centrally of the width o'f the carbeneath the center sill structure and thence outwardly beneath the shankof the coupler, and means beneath the center sill structure extendingbetween the cushioning means and rigid section to connect the rigidsection to the cushioning means for movement therewith upon impactforces being exerted against the coupler.

2. In a railway car as set forth in claim I, means beneath the couplercarrier supporting the rigid section for sliding movement and guidingthe rigid section in a longitudinal direction relative to the underframeupon longitudinal movement of the coupler.

3. A railway flat car comprising a center sill structure with open outerends, a coupler mounted within each outer end and movable in alongitudinal direction relative to the car body upon impact loads beingexerted against the couplers, cushion means connected to each couplerfor cushioning impact loads, a coupler carrier supporting each coupler,means -mounting each coupler carrier for pivotal movement about agenerally horizontal axis, means biasing the coupler carriers upwardly,an end sill adjacent each end of the car, a trainline extending betweenthe couplers, said trainline including an intermediate portion mountedbetween the end sills and end portions extending from the end sills tothe couplers, each end portion including a flexible section andextending from its associated end sill to a position generally centrallyof the width of the car beneath the center sill structure and thenceoutwardly beneath the coupler carrier and the shank o'f the coupler,means beneath the center sill structure operatively connecting eachcushion means and associated end portion for movement of the end portionwith the associated coupler upon impact forces being exerted against thecouplers, and means beneath each coupler carrier supporting theassociated end portion for relative sliding movement and guiding the endportion in a longitudinal direction.

4. A railway flat car as set forth in claim 3 wherein said means beneatheach coupler carrier comprises, a support rod extending longitudinallyof the car and supported from the associated coupler carrier and centersill structure, and a bracket secured to said end portion and suspendedfrom said rod for sliding movement therealong.

5. In a railway car rhaving an underframe including a center sillstructure with an open outer end, a coupler having a shank mountedwithin said open outer end and movable in a longitudinal directionrelative to the underframe upon impact loads being exerted against thecoupler, and cushion means operatively connected to the coupler shankfor cushioning impact loads; a trainline including a l relatively xedintermediate portion carried by the underframe between the ends of thecar and an end portion extending between the intermediate portion andthe coupler, means permitting the end portion to move in a generallylongitudinally direction relative to the intermediate portion, said endportion extending from the intermediate portion to a position generallycentrally of the width of the car beneath the center sill structure, andmeans operatively connecting the cushion means and the trainline endportion for movement of the end portion with the cushion means andcoupler in a direction longitudinally of the car relative to theunderframe upon impact forces being exerted against the coupler andtravel of the cushion means.

6. In a railway car having an underframe including a fixed center sillstructure with an open outer end, a coupler having a shank extendingwithin the open outer end, and a cushion unit operatively connectedadjacent the rear end of said coupler shank and having a butt travel ofat least ten inches for cushioning impact forces exerted against thecoupler; a trainline including an intermediate portion extending betweenthe ends of the car and an end portion extending between theintermediate portion and the coupler, said end portion including aflexible section adjacent the associated end of the car to permit theend portion to move in a direction generally longitudinally of the carrelative to the intermediate portion, said end portion extending fromthe intermediate portion to a position generally centrally of the widthof the car beneath the center sill structure and thence outwardlybeneath the shank of the coupler, and means operatively connecting theend portion to the adjacent cushion unit for movement therewith uponimpact forces being exerted against the coupler whereby the end portionlmoves with the coupler and the cushion unit relative to the underframe.

7. In a railway car having an underframe including a iixed center sillstructure with an open outer end, a coupled having a shank mountedwithin the open outer end, a relatively long travel end-of-car cushionunit operatively connected adjacent the rear end of said coupler shankfor cushioning impact loads, and a coupler carrier supporting thecoupler shank; a trainline including an intermediate portion extendingbetween the ends of the car and an end portion extending from theintermediate portion to the coupler, said nd portion including ailexible section adjacent the associated end of the car and a rigidsection extending from the exible section, said exible sectionpermitting the end portion to move in a direction generallylongitudinally of the car relative to the intermediate portion, saidrigid section extending longitudinally of the car at a positiongenerally centrally of the width of the car beneath the center sillstructure and outwardly beneath the shank of the coupler, means beneaththe center sill structure extending between the cushion unit andassociated rigid section to connect the rigid section to the cushionunit for movement therewith upon impact forces being exerted against thecoupler, and means beneath the underframe supporting the rigid sectionfor slidingY movement and guiding the rigid section in a longitudinaldirection relative to the underframe upon longitudinal movement of thecoupler and travel of the cushion unit.

8. In a railway car having an underframe including a fixed center sillstructure with an open outer end, acoupler having a shank mounted withinthe open outer end, a relatively long travel end-of-car cushion unitoperatively connected adjacent the rear end of said coupler shank forcushioning impact loads, and means supporting the coupler shank; atrainline including an intermediate portion extending between the endsof the car and an end portion extending from the intermediate portion otthe coucoupler, means operatively connecting said end portionr to thecoupler for generally longitudinal movement therewith, and means beneaththe underframe positioned generally centrally of the width of the carsupporting and guiding the end, portion for movement in a directionlongi tudnally of the car relative to the superjacent fixed cen-` tersill structure upon impact forces being exerted against the coupler andcushioned longitudinal movement thereof.

References Cited UNITED STATES PATENTS 959,152 5/1910 McElroy 285-63 X1,263,574 4/1918 Leftwich 285-63 X 1,832,898 11%1931 Farmer 213-76 X2,996,315 8/1961 Roth et al. 285-63 X 3,344,935 10/ 1967 Stewart et al.213-1 DRAYTON E. HOFFMAN, Primary Examiner.

U.S. C1. X.R. 213-8

